LNG supply system, vehicle, and vehicle control method

Abstract

The invention provides an LNG supply system, a vehicle and a control method of the vehicle, and relates to the technical field of vehicles, the LNG supply system comprises an LNG cylinder, the LNG cylinder comprises a first containing space and a second containing space, the first containing space is used for containing liquefied natural gas, and the second containing space is used for containing gaseous natural gas; the first end of the first pipeline communicates with the first containing space, and the second end of the first pipeline communicates with the input end of the engine; the first end of the second pipeline is communicated with the second accommodating space, and the first end of the second pipeline is communicated with the first end of the first pipeline and the second end of the first pipeline; the integrated pressure reducing valve group is arranged on the second pipeline, the integrated pressure reducing valve group has a first working state and a second working state which are communicated with the second pipeline, and the integrated pressure reducing valve group has a third working state which is disconnected from the second pipeline; the problem of economic loss caused by high internal pressure of the LNG cylinder in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an LNG supply system, a vehicle and a control method of the vehicle. BACKGROUND

[0002] When the existing natural gas commercial vehicle is running normally, the pressure in the LNG cylinder is generally 11 bar. When the pressure in the LNG cylinder is greater than 12 bar, the cylinder economy valve is opened, and the gaseous natural gas in the cylinder is used preferentially to reduce the pressure in the cylinder. When the pressure in the LNG cylinder is less than 12 bar, the cylinder economy valve is closed, and the liquid natural gas in the cylinder is used preferentially. Therefore, when the user parks and rests at night, the pressure in the LNG cylinder is generally 11 bar.

[0003] During the parking time of the natural gas commercial vehicle, the pressure in the LNG cylinder will continuously increase due to the continuous vaporization of the liquid natural gas. The longer the parking time, the higher the pressure in the cylinder. When the pressure in the LNG cylinder increases to a certain value, the cylinder safety valve will be opened to discharge the gaseous natural gas in the tank to reduce the pressure in the cylinder. The opening pressure of the cylinder safety valve in the industry is generally 19 bar.

[0004] In order to reduce the exhaust volume and reduce economic losses, the user requires that the LNG cylinder safety valve be opened for a longer time and the safety valve discharge a smaller amount.

[0005] The existing LNG filling station in China generally has a filling gun pressure in the range of 9 bar to 12 bar. When the filling gun pressure is greater than the LNG cylinder pressure, the liquid can be filled smoothly. When the filling gun pressure is less than the LNG cylinder pressure, the gaseous natural gas in the cylinder needs to be discharged from the gas return port to reduce the cylinder pressure to less than the filling gun pressure, so that the liquid can be filled. The gaseous natural gas discharged from the gas return port is an economic loss to the user.

[0006] In view of the above problems, no effective solution has been proposed so far. SUMMARY

[0007] The main purpose of the present application is to provide an LNG supply system, a vehicle and a control method of the vehicle, to solve the problem that the high internal pressure of the LNG cylinder in the prior art causes the need to discharge natural gas before filling LNG, increasing the economic loss of the user.

[0008] To achieve the above object, according to one aspect of the present application, there is provided an LNG supply system, comprising: an LNG cylinder, the LNG cylinder comprising a first containing space and a second containing space, wherein the first containing space is used for containing liquid natural gas, and the second containing space is used for containing gaseous natural gas; a first pipeline, a first end of the first pipeline being in communication with the first containing space, and a second end of the first pipeline being in communication with an input end of an engine; a second pipeline, a first end of the second pipeline being in communication with the second containing space, and the first end of the second pipeline being in communication between the first end of the first pipeline and the second end of the first pipeline; an integrated pressure-reducing valve group, the integrated pressure-reducing valve group being arranged on the second pipeline, the integrated pressure-reducing valve group having a first working state of being in communication with the second pipeline and a second working state of being in communication with the second pipeline, and the integrated pressure-reducing valve group having a third working state of being disconnected from the second pipeline; wherein when the integrated pressure-reducing valve group is in the first working state or the second working state, the gaseous natural gas in the LNG cylinder flows to the engine through the second pipeline and the first pipeline, and when the integrated pressure-reducing valve group is in the third working state, the liquid natural gas in the LNG cylinder can flow to the engine through the first pipeline.

[0009] Further, the integrated pressure-reducing valve group comprises an integrated pressure switch valve and an integrated bypass switch valve, the second pipeline comprises: a first sub-pipeline, a first end of the first sub-pipeline being in communication with the second containing space, and a second end of the first sub-pipeline being in communication between the first end of the first pipeline and the second end of the first pipeline, the integrated pressure switch valve being arranged on the first sub-pipeline, the integrated pressure switch valve having a first opening position of being in communication with the first sub-pipeline, and the integrated pressure-reducing valve group having a first closing position of being disconnected from the first sub-pipeline; a second sub-pipeline, a first end of the second sub-pipeline being in communication with the second containing space, and a second end of the second sub-pipeline being in communication between the first end of the first pipeline and the second end of the first pipeline, the integrated bypass switch valve being arranged on the second sub-pipeline, the integrated bypass switch valve having a second opening position of being in communication with the second sub-pipeline, and the integrated bypass switch valve having a second closing position of being disconnected from the second sub-pipeline; wherein when the integrated pressure-reducing valve group is in the first working state, the integrated pressure switch valve is in the first opening position, and the integrated bypass switch valve is in the second closing position, when the integrated pressure-reducing valve group is in the second working state, the integrated bypass switch valve is in the second opening position, and the integrated pressure switch valve is in the first closing position, and when the integrated pressure-reducing valve group is in the third working state, the integrated pressure switch valve is in the first closing position, and the integrated bypass switch valve is in the second closing position.

[0010] Further, the first pipeline is sequentially provided with an outlet one-way check valve, an outlet on-off valve, an outlet overflow valve, a vaporizer, a buffer tank, a buffer tank pressure gauge, an LNG fine filter, and an engine pressure reducing and stabilizing valve. The second end of the second pipeline is in communication with the first pipeline at a position between the outlet one-way check valve and the outlet on-off valve. When the integrated pressure reducing valve group is in the first working state or the second working state, the outlet on-off valve is closed. When the integrated pressure reducing valve group is in the third working state, the outlet on-off valve is selectively opened or closed.

[0011] According to another aspect of the present application, a vehicle is provided, comprising the LNG supply system as described above.

[0012] According to another aspect of the present application, a control method of a vehicle is provided, for controlling the vehicle as described above, comprising the following steps: obtaining a vehicle working condition and a pressure state of an LNG cylinder, the vehicle working condition comprising: a normal driving working condition, a resting working condition, an about-to-rest working condition, and an about-to-refuel working condition, the pressure state of the LNG cylinder comprising: a first pressure state, a second pressure state, and a third pressure state, the LNG cylinder pressure in the first pressure state being less than the LNG cylinder pressure in the second pressure state, the LNG cylinder pressure in the second pressure state being less than the LNG cylinder pressure in the third pressure state; in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying a preset condition, generating a target control strategy set, the target control strategy set being used at least for controlling the integrated pressure reducing valve group to be in the first working state, the second working state, or the third working state.

[0013] Further, in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, generating the target control strategy set comprises: in response to the vehicle working condition being the about-to-rest working condition and the pressure state of the LNG cylinder being the second pressure state, generating a first target control strategy in the target control strategy set, the first target control strategy being used for controlling the integrated pressure reducing valve group to be in the second working state; in response to the vehicle working condition being the about-to-rest working condition and the pressure state of the LNG cylinder being the third pressure state, generating a second target control strategy in the target control strategy set, the second target control strategy being used for controlling the integrated pressure reducing valve group to be in the second working state.

[0014] Further, in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, generating the target control strategy set comprises: in response to the vehicle working condition being the about-to-refuel working condition and the pressure state of the LNG cylinder being the second pressure state, generating a third target control strategy in the target control strategy set, the third target control strategy being used for controlling the integrated pressure reducing valve group to be in the second working state; in response to the vehicle working condition being the about-to-refuel working condition and the pressure state of the LNG cylinder being the third pressure state, generating a fourth target control strategy in the target control strategy set, the fourth target control strategy being used for controlling the integrated pressure reducing valve group to be in the second working state.

[0015] Further, in response to the vehicle working condition and the LNG cylinder pressure state satisfying the preset condition, generating the target control strategy set comprises: in response to the vehicle working condition being normal driving working condition and the LNG cylinder pressure state being the third pressure state, generating a fifth target control strategy in the target control strategy set, the fifth target control strategy being used for controlling the integrated pressure reducing valve group to be in the first working state; in response to the vehicle working condition being normal driving working condition and the LNG cylinder pressure state being the first pressure state, generating a sixth target control strategy in the target control strategy set, the sixth target control strategy being used for controlling the integrated pressure reducing valve group to be in the third working state; in response to the vehicle working condition being normal driving working condition and the LNG cylinder pressure state being the second pressure state, generating a seventh target control strategy in the target control strategy set, the seventh target control strategy being used for controlling the integrated pressure reducing valve group to be in the third working state.

[0016] Further, in response to the vehicle working condition and the LNG cylinder pressure state satisfying the preset condition, generating the target control strategy set comprises: in response to the vehicle working condition being normal driving working condition and the LNG cylinder pressure state being the third pressure state, generating a fifth target control strategy in the target control strategy set, the fifth target control strategy being used for controlling the integrated pressure reducing valve group to be in the first working state; in response to the vehicle working condition being normal driving working condition and the LNG cylinder pressure state being the first pressure state, generating a sixth target control strategy in the target control strategy set, the sixth target control strategy being used for controlling the integrated pressure reducing valve group to be in the third working state; in response to the vehicle working condition being normal driving working condition and the LNG cylinder pressure state being the second pressure state, generating a seventh target control strategy in the target control strategy set, the seventh target control strategy being used for controlling the integrated pressure reducing valve group to be in the third working state.

[0017] Further, after generating the target control strategy set in response to the vehicle working condition and the LNG cylinder pressure state satisfying the preset condition, the method further comprises: in response to the integrated pressure reducing valve group being in the second working state, acquiring a current pressure state of the LNG cylinder; and in response to the current pressure state of the LNG cylinder being the first pressure state, controlling the integrated pressure reducing valve group to be in the third working state.

[0018] By using the integrated pressure reducing valve group, the system can flexibly select to use gaseous natural gas or liquid natural gas according to requirements, which not only reduces the pressure fluctuation in the cylinder, but also reduces the pressure of the LNG cylinder through manual operation before entering the station to add liquid, thereby avoiding the loss of back gas and reducing the economic burden of the user. BRIEF DESCRIPTION OF DRAWINGS

[0019] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application and are incorporated herein for a purpose of explanations and are not intended as improper limitations to the present application. In the drawings:

[0020] Figure 1 A structure schematic diagram of an embodiment of the LNG supply system according to the present application is shown.

[0021] Wherein, the above-mentioned drawings include the following reference signs:

[0022] 1. LNG cylinder; 101. first containing space; 102. second containing space;

[0023] 2. liquid level sensor; 3. liquid outlet check valve; 4. liquid outlet on-off valve; 5. liquid outlet overflow valve; 6. vaporizer; 7. buffer tank; 8. buffer tank pressure gauge; 9. LNG fine filter; 10. booster on-off valve; 11. booster regulating valve; 12. booster finned tube; 14. pipeline on-off valve; 15. pipeline safety valve; 16. gas return port; 17. liquid filling port; 18. liquid filling check valve; 19. auxiliary safety valve; 20. main safety valve; 21. cylinder pressure gauge; 22. liquid level transmitter; 23. vehicle instrument; 24. ECU; 25. engine pressure-reducing and pressure-stabilizing valve; 26. engine;

[0024] 27. integrated pressure-reducing valve group; 271. integrated pressure switch valve; 272. integrated bypass switch valve. DETAILED DESCRIPTION

[0025] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0026] It should be noted that the terms used herein are only for describing specific embodiments, and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form, unless the context clearly indicates otherwise, and it should also be understood that the terms "comprise" and / or "include" as used in the specification indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0027] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the terms used herein can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not necessarily limit to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0028] Now, exemplary embodiments according to this application will be described in greater detail by referring to the drawings. These exemplary embodiments can be implemented in various different forms, and should not be construed as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided in order to make the disclosure of this application thorough and complete, and to fully convey the concept of these exemplary embodiments to those having ordinary skill in the art. In the drawings, the thickness of layers and regions can be exaggerated for clarity, and the same reference numerals are used to designate the same elements throughout, so that a description thereof will be omitted.

[0029] In combination Figure 1 In specific embodiments of the present application, an LNG supply system is provided.

[0030] Specifically, the LNG supply system comprises an LNG cylinder 1, a first pipeline, a second pipeline and an integrated pressure reducing valve group 27, the LNG cylinder 1 comprises a first containing space 101 and a second containing space 102, wherein the first containing space 101 is used to contain liquid natural gas, and the second containing space 102 is used to contain gaseous natural gas; a first end of the first pipeline is in communication with the first containing space 101, and a second end of the first pipeline is in communication with an input end of an engine 26; a first end of the second pipeline is in communication with the second containing space 102, and the first end of the second pipeline is in communication between the first end of the first pipeline and the second end of the first pipeline; the integrated pressure reducing valve group 27 is arranged on the second pipeline, the integrated pressure reducing valve group 27 has a first working state of communicating the second pipeline and a second working state of communicating the second pipeline, and the integrated pressure reducing valve group 27 has a third working state of disconnecting the second pipeline; wherein when the integrated pressure reducing valve group 27 is in the first working state or the second working state, the gaseous natural gas in the LNG cylinder 1 flows to the engine 26 through the second pipeline and the first pipeline, and when the integrated pressure reducing valve group 27 is in the third working state, the liquid natural gas in the LNG cylinder 1 can flow to the engine 26 through the first pipeline.

[0031] In this embodiment, through the integrated pressure reducing valve group 27, the system can flexibly select to use gaseous natural gas or liquid natural gas according to demand, which not only can reduce the pressure fluctuation in the cylinder, but also can reduce the pressure of the LNG cylinder 1 through manual operation before liquid filling, avoiding the loss of back gas, thereby reducing the economic burden of the user. In addition, the introduction of the integrated pressure reducing valve group 27 also simplifies the architecture of the overall system, avoids the single function limitation of the traditional economic valve, and improves the overall efficiency and flexibility of the system. In actual application, the user only needs to operate the integrated pressure reducing valve group 27 to realize the management of the cylinder pressure, so that the operation of the system is more convenient, the maintenance cost is also reduced accordingly, and the problem that the LNG cylinder in the prior art cannot effectively reduce the internal pressure when parking is solved, which leads to the need to discharge natural gas before LNG liquid filling, increasing the economic loss of the user.

[0032] Further, the integrated pressure reducing valve group 27 comprises an integrated pressure switch valve 271 and an integrated bypass switch valve 272, the second pipeline comprises a first sub-pipeline and a second sub-pipeline, a first end of the first sub-pipeline is in communication with the second containing space 102, a second end of the first sub-pipeline is in communication between the first end of the first pipeline and the second end of the first pipeline, the integrated pressure switch valve 271 is arranged on the first sub-pipeline, the integrated pressure switch valve 271 has a first opening position in communication with the first sub-pipeline, and the integrated pressure switch valve 271 has a first closing position in which the first sub-pipeline is disconnected; a first end of the second sub-pipeline is in communication with the second containing space 102, a second end of the second sub-pipeline is in communication between the first end of the first pipeline and the second end of the first pipeline, the integrated bypass switch valve 272 is arranged on the second sub-pipeline, the integrated bypass switch valve 272 has a second opening position in communication with the second sub-pipeline, and the integrated bypass switch valve 272 has a second closing position in which the second sub-pipeline is disconnected; wherein, when the integrated pressure reducing valve group 27 is in the first working state, the integrated pressure switch valve 271 is located at the first opening position, and the integrated bypass switch valve 272 is located at the second closing position, when the integrated pressure reducing valve group 27 is in the second working state, the integrated bypass switch valve 272 is located at the second opening position, and the integrated pressure switch valve 271 is located at the first closing position, when the integrated pressure reducing valve group 27 is in the third working state, the integrated pressure switch valve 271 is located at the first closing position, and the integrated bypass switch valve 272 is located at the second closing position.

[0033] In this embodiment, according to different operating requirements, the integrated pressure reducing valve group 27 can be switched to three working states:

[0034] The first working state: At this time, the integrated pressure switch valve 271 is in the first opening position, and the integrated bypass switch valve 272 is in the second closing position. The gaseous natural gas in the gas cylinder is directly delivered to the engine through the first sub-pipeline, which is similar to the working mode of the traditional economy valve, and ensures the supply of natural gas under normal driving conditions.

[0035] The second working state: The integrated bypass switch valve 272 is placed in the second opening position, and the integrated pressure switch valve 271 is in the first closing position. In this state, the gaseous natural gas in the gas cylinder is consumed through the bypass of the second sub-pipeline, effectively reducing the pressure inside the gas cylinder, and is particularly suitable for user operation before long-term parking to avoid waste of natural gas caused by the opening of the safety valve during refueling.

[0036] The third working state: The integrated pressure switch valve 271 and the integrated bypass switch valve 272 are both in the closing position, cutting off all the paths of gaseous natural gas, at this time the engine relies on the liquid natural gas in the LNG cylinder 1, which is delivered through the first pipeline and converted into gaseous by the vaporizer 6.

[0037] Through the multi-mode operation design of the integrated pressure reducing valve group 27, the vehicle can automatically or manually adjust the pressure of the LNG cylinder in different scenarios, reducing unplanned natural gas emissions, and also optimizing the economy and environmental protection during the liquid filling process.

[0038] Further, the first pipeline is sequentially provided with a liquid outlet check valve 3, a liquid outlet on-off valve 4, a liquid outlet overflow valve 5, a vaporizer 6, a buffer tank 7, a buffer tank pressure gauge 8, an LNG fine filter 9, and an engine pressure reducing and stabilizing valve 25. The second end of the second pipeline is in communication with a position between the liquid outlet check valve 3 and the liquid outlet on-off valve 4 of the first pipeline. When the integrated pressure reducing valve group 27 is in the first working state or the second working state, the liquid outlet on-off valve 4 is closed. When the integrated pressure reducing valve group 27 is in the third working state, the liquid outlet on-off valve 4 can be selectively opened or closed.

[0039] In the present embodiment, the second end of the second pipeline is in communication with a position between the liquid outlet check valve 3 and the liquid outlet on-off valve 4 of the first pipeline, ensuring that under certain conditions, gaseous natural gas can directly enter the first pipeline through the second pipeline without going through the conversion process of liquid natural gas, thereby improving the flexibility and efficiency of system pressure regulation. In the first working state and the second working state, the integrated pressure reducing valve group 27 preferentially consumes gaseous natural gas to reduce the cylinder pressure by controlling the switches of the first sub-pipeline and the second sub-pipeline. At this time, the liquid outlet on-off valve 4 is in a closed state, preventing liquid natural gas from flowing to the engine, and ensuring that gaseous natural gas is preferentially used when the system needs to be rapidly depressurized or to avoid back gas loss. When the system is in the third working state, the integrated pressure reducing valve group 27 disconnects the gaseous natural gas path, and at this time the liquid outlet on-off valve 4 can be selectively opened or kept closed. If it is opened, liquid natural gas will be delivered to the engine through the first pipeline and converted to gaseous natural gas for use.

[0040] Such a design not only enables precise management of the LNG cylinder pressure through flexible control of the integrated pressure reducing valve group 27, preventing unnecessary natural gas emissions, but also enables selection of the most economical natural gas supply mode under different working states according to actual needs. For example, before the user needs to park for a long time, by opening the integrated bypass on-off valve 272 and closing the liquid outlet on-off valve 4, the system can rapidly reduce the cylinder pressure, prolong the time before the safety valve is first opened, and reduce the natural emission of natural gas. When preparing to fill liquid, by consuming gaseous natural gas in advance and closing the pressure increasing on-off valve 10, it can be ensured that there is no need to return gas during the liquid filling process, reducing the economic burden on the user.

[0041] In another embodiment of the present application, the LNG supply system further comprises a third pipeline, a fourth pipeline, a fifth pipeline, a sixth pipeline, a liquid level sensor 2, a liquid level transmitter 22, a vehicle instrument 23 and an ECU 24, the first end of the third pipeline is in communication with the second containing space 102, the second end of the third pipeline is in communication with the first containing space 101, a booster switch valve 10, a booster regulating valve 11, a booster finned tube 12, a vaporizer 6, a pipeline safety valve 15 and a pipeline switch valve 14 are sequentially arranged along the first end to the second end of the third pipeline, the first end of the fourth pipeline is in communication with the third pipeline between the vaporizer 6 and the pipeline safety valve 15, the second end of the fourth pipeline is provided with a gas return port 16, the first end of the fifth pipeline is in communication with the first containing space 101, the second end of the fifth pipeline is provided with a liquid filling port 17, a liquid filling one-way check valve 18 is arranged on the fifth pipeline, the sixth pipeline is in communication with the second containing space 102, the sixth pipeline is sequentially provided with a cylinder pressure gauge 21, a main safety valve 20 and a secondary safety valve 19, the liquid level sensor 2 is arranged in the LNG cylinder 1, the liquid level transmitter 22 is electrically connected with the liquid level sensor 2, the vehicle instrument 23 is electrically connected with the liquid level transmitter 22, and the vehicle instrument 23 is electrically connected with the ECU 24.

[0042] In combination Figure 1 As shown in the embodiment, in the embodiment, the third pipeline is used for boosting and regulating, the fourth pipeline is used for discharging excess gaseous natural gas under certain conditions (before liquid filling) to avoid excessive system pressure, the fifth pipeline is used for liquid filling, and the sixth pipeline is used for safety monitoring. The liquid level sensor 2 and the liquid level transmitter 22 work together to monitor the liquid level of the liquid natural gas in the cylinder, and the liquid level transmitter 22 converts these data into electronic signals. The vehicle instrument 23 is electrically connected with the liquid level transmitter 22 and the ECU 24, displays real-time liquid level information, and transmits these information to the ECU 24 for use by the control system. The ECU 24, as the control center of the entire system, intelligently adjusts the working state of components such as the integrated pressure reducing valve group 27, the booster switch valve 10 and the booster regulating valve 11 according to the data provided by the liquid level sensor 2, the liquid level transmitter 22 and the cylinder pressure gauge 21, to ensure that the system can maintain optimal performance under different operating conditions.

[0043] Through the detailed pipeline design and the coordinated action of intelligent components, the LNG supply system not only realizes fine control of cylinder pressure, but also enhances the overall safety of the system and the convenience of operation for users. In different stages such as vehicle operation, parking and rest, and liquid filling, the system can automatically or manually switch to the most suitable working mode, maximally reduces the loss of natural gas emission, improves economic efficiency, and at the same time ensures the safe operation of the vehicle and environmental protection.

[0044] In another embodiment of the present application, a vehicle is also provided, which comprises the LNG supply system, and the LNG supply system is the above-mentioned LNG supply system.

[0045] Specifically, the LNG supply system comprises an LNG cylinder 1, a first pipeline, a second pipeline and an integrated pressure reducing valve group 27, the LNG cylinder 1 comprises a first containing space 101 and a second containing space 102, wherein the first containing space 101 is used for containing liquid natural gas, and the second containing space 102 is used for containing gaseous natural gas; a first end of the first pipeline is in communication with the first containing space 101, and a second end of the first pipeline is in communication with an input end of the engine 26; a first end of the second pipeline is in communication with the second containing space 102, and the first end of the second pipeline is in communication between the first end of the first pipeline and the second end of the first pipeline; the integrated pressure reducing valve group 27 is arranged on the second pipeline, the integrated pressure reducing valve group 27 has a first working state of communicating the second pipeline and a second working state of communicating the second pipeline, and the integrated pressure reducing valve group 27 has a third working state of disconnecting the second pipeline; wherein when the integrated pressure reducing valve group 27 is in the first working state or the second working state, the gaseous natural gas in the LNG cylinder 1 flows to the engine 26 through the second pipeline and the first pipeline, and when the integrated pressure reducing valve group 27 is in the third working state, the liquid natural gas in the LNG cylinder 1 can flow to the engine 26 through the first pipeline.

[0046] In the embodiment, through the integrated pressure reducing valve group 27, the system can flexibly select to use gaseous natural gas or liquid natural gas according to the demand, which not only can reduce the pressure fluctuation in the cylinder, but also can reduce the pressure of the LNG cylinder 1 through manual operation before liquid filling, thereby avoiding the loss of back gas and reducing the economic burden of the user. In addition, the introduction of the integrated pressure reducing valve group 27 also simplifies the architecture of the overall system, avoids the single function limitation of the traditional economic valve, and improves the overall efficiency and flexibility of the system. In actual application, the user only needs to operate the integrated pressure reducing valve group 27 to realize the management of the cylinder pressure, so that the operation of the system is more convenient, the maintenance cost is correspondingly reduced, and the problem that the LNG cylinder in the prior art cannot effectively reduce the internal pressure when parking is solved, so that the user needs to discharge natural gas before LNG liquid filling, thereby increasing the economic loss of the user.

[0047] In another embodiment of the present application, a control method of a vehicle is also provided for controlling the above-mentioned vehicle, comprising the following steps:

[0048] In step S102, the vehicle working condition and the pressure state of the LNG cylinder are obtained, the vehicle working condition comprises: normal driving condition, resting condition, about-to-rest condition and about-to-liquid-filling condition, the pressure state of the LNG cylinder comprises: first pressure state, second pressure state and third pressure state, the LNG cylinder pressure in the first pressure state is less than that in the second pressure state, and the LNG cylinder pressure in the second pressure state is less than that in the third pressure state;

[0049] Step S104, in response to the vehicle working condition and the pressure state of the LNG cylinder meeting the preset condition, a target control strategy set is generated, which is used to control the integrated pressure reducing valve group to be in the first working state, the second working state or the third working state.

[0050] In step S102, real-time collection and analysis of the current working condition information of the vehicle and the pressure state of the LNG cylinder are needed to make corresponding control decisions. The vehicle working condition can be divided into four main types:

[0051] Normal driving condition: the vehicle is driving on a regular road, and the integrated pressure reducing valve group 27 should be in a state of balancing the cylinder pressure and ensuring stable supply of natural gas.

[0052] Resting condition: the vehicle is in a long-term parking or resting state, at which time the target is to reduce the cylinder pressure and reduce the gas emission caused by temperature changes.

[0053] Approaching resting condition: the user is within a certain period of time (such as 30 minutes) before parking and resting, and the system needs to start taking measures to reduce the cylinder pressure to prepare for long-term parking.

[0054] Approaching refueling condition: when the vehicle approaches an LNG refueling station or the user has a refueling demand, the system should ensure that the cylinder pressure is lower than the refueling gun pressure to avoid gas loss and facilitate refueling operation.

[0055] At the same time, the pressure state of the LNG cylinder is divided into three levels:

[0056] First pressure state: the cylinder pressure is low (i.e., the cylinder pressure is less than 12 bar), which is a suitable state for refueling.

[0057] Second pressure state: the cylinder pressure is moderate (i.e., the cylinder pressure is between 12 bar and 19 bar), and the system can control the use of gaseous natural gas through the integrated pressure reducing valve group 27 to stabilize the cylinder pressure.

[0058] Third pressure state: the cylinder pressure is high (i.e., the cylinder pressure is greater than 19 bar), and the integrated pressure reducing valve group 27 needs to take action to reduce the cylinder pressure to avoid waste of natural gas caused by the early opening of the safety valve.

[0059] In step S104, based on the information obtained in step S102, the ECU 24 will generate a target control strategy set according to the preset logic and algorithm. These strategies will guide the working state of the integrated pressure reducing valve group 27 to adapt to the current vehicle working condition and cylinder pressure state, as follows:

[0060] When the vehicle is in normal driving condition and the pressure of the gas cylinder is in the second pressure state, the integrated pressure reducing valve group 27 remains in the default first working state, that is, the integrated pressure switch valve 271 is opened, and the integrated bypass switch valve 272 is closed, to ensure normal supply of gaseous natural gas.

[0061] When the vehicle is about to enter the resting condition and the pressure of the gas cylinder is higher than the first pressure state, the ECU 24 will generate a new control strategy to switch the integrated pressure reducing valve group 27 to the second working state, open the integrated bypass switch valve 272, and accelerate the consumption speed of gaseous natural gas, thereby reducing the pressure of the gas cylinder and leaving a pressure buffer space for temperature rise during parking.

[0062] If the vehicle is about to be refueled and the pressure of the gas cylinder is higher than the second pressure state, the ECU 24 will command the integrated pressure reducing valve group 27 to enter the second working state until the pressure of the gas cylinder drops to the first pressure state, to ensure that there is no need to return gas during refueling and to reduce economic loss.

[0063] When the vehicle is in the resting condition or the pressure of the gas cylinder reaches the first pressure state, the strategy of the ECU 24 can instruct the integrated pressure reducing valve group 27 to remain in the third working state, at which time both integrated switch valves are closed to ensure that the system relies entirely on the supply of liquid natural gas.

[0064] Through steps S102-S104, the LNG supply system can dynamically adjust the working mode of the integrated pressure reducing valve group 27 according to different situations and requirements, which not only ensures the safety and stability of vehicle operation, but also greatly saves natural gas resources, reduces the operating cost of users, and embodies a high level of automation and intelligence.

[0065] Further, in response to the vehicle condition and the LNG gas cylinder pressure state satisfying the preset condition, the target control strategy set is generated, including:

[0066] Step S201, in response to the vehicle condition being about to rest and the pressure state of the LNG gas cylinder being the second pressure state, a first target control strategy in the target control strategy set is generated, and the first target control strategy is used to control the integrated pressure reducing valve group to be in the second working state.

[0067] Step S202, in response to the vehicle condition being about to rest and the pressure state of the LNG gas cylinder being the third pressure state, a second target control strategy in the target control strategy set is generated, and the second target control strategy is used to control the integrated pressure reducing valve group to be in the second working state.

[0068] In step S201, when the vehicle is about to enter a long-time parking rest state (about to rest working condition), and at this time the pressure state of the LNG cylinder is the second pressure state (the cylinder pressure is in the moderate range, usually higher than 12 bar but not reaching the high pressure level triggering the opening of the safety valve), the ECU 24 will generate a first target control strategy to control the integrated pressure reducing valve group 27 to enter the second working state. In the second working state, the integrated bypass switch valve 272 is opened, the integrated pressure switch valve 271 is closed, and the outlet switch valve 4 is also closed, allowing the gaseous natural gas in the cylinder to be preferentially consumed through the bypass path (the second sub-pipeline and part of the first pipeline), thereby effectively reducing the pressure in the cylinder and ensuring that the cylinder pressure is reduced to a safer and more economical level before the vehicle is officially parked.

[0069] In step S202, if in the about-to-rest working condition, the pressure state of the LNG cylinder reaches the third pressure state (the pressure is at a high level, close to or exceeding 19 bar, triggering the opening of the integrated pressure switch valve 271), the ECU 24 will generate a second target control strategy to control the integrated pressure reducing valve group 27 to enter the second working state, at which time the integrated bypass switch valve 272 will be opened, the integrated pressure switch valve 271 will be closed, and the outlet switch valve 4 will be closed to prevent unnecessary conversion and flow of liquid natural gas, ensuring that the gaseous natural gas is quickly consumed through the bypass path (the first sub-pipeline and part of the first pipeline) to achieve the pressure reduction goal and maintain the optimal pressure reduction environment inside the cylinder. Compared with the first target control strategy, the second target control strategy pays more attention to the rapid consumption of gaseous natural gas when executed, in order to quickly reduce the cylinder pressure that is at a dangerous boundary and prevent the premature opening of the main safety valve 20, thereby avoiding the unintended discharge of a large amount of natural gas, reducing the user's economic loss, and also enhancing the safety of the vehicle parking.

[0070] In steps S102-S104, by combining the vehicle working condition and the LNG cylinder pressure state, a specific target control strategy is generated. The control method proposed in this application can effectively respond to pressure management needs in different scenarios, especially in the about-to-rest working condition, the differentiated control strategies for the second pressure state and the third pressure state not only ensure the reasonable reduction of cylinder pressure, but also fully consider safety and economic factors, showing high intelligence and practicality. This fine management strategy is of great significance for improving the overall performance of LNG vehicles and user experience.

[0071] Further, in response to the vehicle working condition and the LNG cylinder pressure state satisfying the preset conditions, the target control strategy set includes:

[0072] Step S203, in response to the vehicle working condition being the about-to-refuel working condition and the pressure state of the LNG cylinder being the second pressure state, a third target control strategy in the target control strategy set is generated, and the third target control strategy is used to control the integrated pressure-reducing valve group to be in the second working state;

[0073] Step S204, in response to the vehicle working condition being the about-to-refuel working condition and the pressure state of the LNG cylinder being the third pressure state, a fourth target control strategy in the target control strategy set is generated, and the fourth target control strategy is used to control the integrated pressure-reducing valve group to be in the second working state.

[0074] In step S203, when the vehicle approaches the LNG refueling station or has a refueling demand (the about-to-refuel working condition), if the pressure state of the LNG cylinder at this time is the second pressure state (that is, the cylinder pressure is relatively high, but has not reached the most dangerous threshold), the ECU 24 will generate a third target control strategy to control the integrated pressure-reducing valve group 27 to enter the second working state. In the second working state, the integrated bypass switch valve 272 is opened, the integrated pressure switch valve 271 is closed, and the gaseous natural gas in the cylinder is preferentially consumed to reduce the pressure, so as to ensure that the cylinder pressure is reduced to a more suitable level before refueling, thereby avoiding the need to vent and reduce the pressure of the LNG cylinder before refueling, and reducing the loss of natural gas and the additional cost of the user.

[0075] In step S204, if the pressure state of the LNG cylinder is the third pressure state (that is, the cylinder pressure has reached or is close to the opening pressure of the safety valve) when the refueling operation is about to be performed, the ECU 24 will generate a fourth target control strategy. Similarly, the fourth target control strategy requires the integrated pressure-reducing valve group 27 to enter the second working state, that is, the integrated bypass switch valve 272 is opened and the integrated pressure switch valve 271 is closed. By preferentially consuming the gaseous natural gas in the cylinder, the cylinder pressure can be quickly reduced to a more suitable range for refueling, thereby avoiding the loss of back gas and unnecessary emptying operation due to pressure difference.

[0076] Through steps S203-S204, not only can the premature opening of the safety valve be effectively prevented, and the natural emission of natural gas be reduced, but also the energy waste in the back gas process can be avoided when refueling, the operating cost of the user can be significantly reduced, and the overall efficiency and economy of the system can be improved.

[0077] Further, in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, the target control strategy set is generated, which includes:

[0078] Step S205, in response to the vehicle working condition being the normal driving working condition and the pressure state of the LNG cylinder being the third pressure state, a fifth target control strategy in the target control strategy set is generated, and the fifth target control strategy is used to control the integrated pressure-reducing valve group to be in the first working state;

[0079] In step S206, in response to the vehicle working condition being normal driving and the pressure state of the LNG cylinder being the first pressure state, a sixth target control strategy in the target control strategy set is generated, and the sixth target control strategy is used to control the integrated pressure reducing valve group to be in the third working state.

[0080] In step S207, in response to the vehicle working condition being normal driving and the pressure state of the LNG cylinder being the second pressure state, a seventh target control strategy in the target control strategy set is generated, and the seventh target control strategy is used to control the integrated pressure reducing valve group to be in the third working state.

[0081] In step S205, when the vehicle is in normal driving and the pressure state of the LNG cylinder reaches the third pressure state (high pressure), the ECU 24 will generate the fifth target control strategy, and at this time, the integrated pressure reducing valve group 27 is placed in the first working state, that is, the integrated pressure switch valve 271 is opened, and the integrated bypass switch valve 272 is closed. The first working state allows the gaseous natural gas in the cylinder to flow through the system in a conventional manner and enter the engine, while preventing unnecessary energy consumption caused by rapid pressure drop. Such a strategy can effectively avoid triggering the safety valve due to high pressure of the cylinder during driving, reduce unplanned emission of natural gas, and ensure driving safety while maintaining economic operation.

[0082] In step S206, during normal driving of the vehicle, if the pressure state of the LNG cylinder is the first pressure state (low pressure), the ECU 24 will generate the sixth target control strategy, and at this time, the integrated pressure reducing valve group 27 is in the third working state, and the integrated pressure switch valve 271 and the integrated bypass switch valve 272 are both in the closed state. In the third working state, the system will no longer preferentially use gaseous natural gas, but will ensure stable operation of the engine through other ways (such as direct use of liquid natural gas). Such a setting is to avoid additional energy loss through pressure reduction in low pressure conditions, and to maintain the pressure of the LNG cylinder for subsequent emergency requirements.

[0083] In step S207, for the case that the LNG cylinder is in the second pressure state (medium pressure) under normal driving condition, the seventh target control strategy generated by the ECU 24 also places the integrated pressure reducing valve group 27 in the third working state. Closing the integrated pressure switch valve 271 and the integrated bypass switch valve 272 makes the system tend to use liquid natural gas under medium pressure environment, which is converted into gaseous natural gas by the vaporizer and then supplied to the engine. This strategy aims to optimize the pressure distribution in the cylinder, improve the overall efficiency and stability of the system, and also reduce unnecessary energy consumption.

[0084] In steps S205-S207, by distinguishing different working conditions and pressure states, the control strategy set proposed in the application can dynamically adjust the working mode of the integrated pressure reducing valve group 27, ensuring that the vehicle can adopt the most appropriate operation mode during normal driving process, regardless of the LNG cylinder pressure state encountered, maintaining system stability, ensuring driving safety, while maximizing energy saving and reducing operating costs.

[0085] Further, in response to the vehicle working condition and the LNG cylinder pressure state satisfying the preset condition, the target control strategy set is generated, including:

[0086] Step S208, in response to the vehicle working condition being the resting working condition and the pressure state of the LNG cylinder being the second pressure state, the eighth target control strategy in the target control strategy set is generated, and the eighth target control strategy is used to control the integrated pressure reducing valve group to be in the third working state.

[0087] In step S208, when the vehicle is in the resting working condition and the LNG cylinder pressure is monitored to be in the second pressure state, the ECU 24 will generate the eighth target control strategy, and at this time the integrated pressure reducing valve group 27 is set to the third working state. In the third working state, the integrated bypass valve 272 and the integrated pressure switch valve 271 are both closed, but at this time the liquid outlet switch valve 4 remains closed. The purpose is to reduce the natural emission loss of natural gas in the resting working condition.

[0088] Further, after the target control strategy set is generated in response to the vehicle working condition and the LNG cylinder pressure state satisfying the preset condition, including:

[0089] Step S209, in response to the integrated pressure reducing valve group being in the second working state, the current pressure state of the LNG cylinder is obtained;

[0090] Step S210, in response to the current pressure state of the LNG cylinder being the first pressure state, the integrated pressure reducing valve group is controlled to be in the third working state.

[0091] In step S209: in the integrated pressure reducing valve group 27 has been in the second working state, that is, the gaseous natural gas in the cylinder is being consumed to reduce the pressure, the system (especially the ECU 24) continuously monitors the current pressure state of the LNG cylinder, and this monitoring process is carried out in real time to ensure that any changes in the cylinder pressure can be responded to in time.

[0092] In step S210, when the current pressure state of the LNG cylinder drops to the first pressure state (i.e., the pressure has dropped to a lower level, usually lower than the liquid filling gun pressure and far from the critical value of the safety valve opening), the ECU 24 will generate a new control instruction to guide the integrated pressure reducing valve group 27 to switch to the third working state, i.e., at this time the integrated bypass switch valve 272 will be closed, and the integrated pressure switch valve 271 will be opened. This state adjustment is to prevent the cylinder pressure from being too low, causing unnecessary pressurization operation or affecting the normal work of the LNG engine. In the third working state, the system relies on the supply of liquid LNG, and the consumption of gaseous natural gas will be reduced, ensuring that the pressure in the cylinder is stable within the range of the first pressure state, saving resources and ensuring the running efficiency of the vehicle.

[0093] Through the implementation of steps S209 and S210, the control method of the present application realizes dynamic and fine management of the LNG cylinder pressure. It not only considers the need to quickly reduce the cylinder pressure in a specific working condition (such as before resting, before liquid filling), but also takes into account the potential risk of preventing the pressure from being too low, ensuring that the pressure is always maintained at a safe and economic optimal level.

[0094] From the above description, it can be seen that the above-mentioned embodiments of the present application achieve the following technical effects:

[0095] 1) Before the vehicle stops for rest and before liquid filling, the pressure in the LNG cylinder is effectively reduced, thereby greatly extending the time of the first opening of the safety valve. Compared with the traditional system, the first opening time can be extended by 1-2 days, which not only improves the safety of the vehicle, but also reduces the abnormal emission of natural gas and reduces the operating cost of the user.

[0096] 2) In the working condition of about to fill liquid, the control strategy can ensure that the pressure in the cylinder is reduced to a level conducive to liquid filling, avoiding the backflow of gas during the liquid filling process due to pressure difference, thereby improving the liquid filling efficiency, reducing the waste of natural gas, saving the additional expenses of the user during the liquid filling process, and improving the economy.

[0097] 3) Whether in normal driving, about to rest or about to fill liquid working condition, the control method of the present application can dynamically adjust the working mode of the integrated pressure reducing valve group according to the pressure state of the LNG cylinder. This intelligent management mechanism can ensure that the cylinder pressure is stable within a safe and economic range, avoiding system instability and energy waste due to pressure fluctuations, and improving the overall running efficiency of the vehicle and user satisfaction.

[0098] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0099] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this application.

[0100] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0101] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An LNG supply system, characterized by, The application relates to an LNG cylinder (1) comprising: a first containing space (101) for containing liquid natural gas and a second containing space (102) for containing gaseous natural gas; a first pipeline, a first end of which is in communication with the first containing space (101) and a second end of which is in communication with an input end of an engine (26); a second pipeline, a first end of which is in communication with the second containing space (102) and a first end of which is in communication between the first end and the second end of the first pipeline; an integrated pressure-reducing valve group (27) arranged on the second pipeline, the integrated pressure-reducing valve group (27) having a first working state of being in communication with the second pipeline and a second working state of being in communication with the second pipeline, and the integrated pressure-reducing valve group (27) having a third working state of being disconnected from the second pipeline; wherein when the integrated pressure-reducing valve group (27) is in the first working state or the second working state, gaseous natural gas in the LNG cylinder (1) flows to the engine (26) through the second pipeline and then through the first pipeline, and when the integrated pressure-reducing valve group (27) is in the third working state, liquid natural gas in the LNG cylinder (1) can flow to the engine (26) through the first pipeline.

2. The LNG supply system according to claim 1, characterized in that, The integrated pressure-reducing valve group (27) comprises an integrated pressure switch valve (271) and an integrated bypass switch valve (272), and the second pipeline comprises: a first sub-pipeline, a first end of which is in communication with the second containing space (102) and a second end of which is in communication between the first end and the second end of the first pipeline, the integrated pressure switch valve (271) being arranged on the first sub-pipeline, the integrated pressure switch valve (271) having a first opening position of being in communication with the first sub-pipeline and the integrated pressure-reducing valve group (27) having a first closing position of being disconnected from the first sub-pipeline; a second sub-pipeline, a first end of which is in communication with the second containing space (102) and a second end of which is in communication between the first end and the second end of the first pipeline, the integrated bypass switch valve (272) being arranged on the second sub-pipeline, the integrated bypass switch valve (272) having a second opening position of being in communication with the second sub-pipeline and the integrated bypass switch valve (272) having a second closing position of being disconnected from the second sub-pipeline; wherein when the integrated pressure-reducing valve group (27) is in the first working state, the integrated pressure switch valve (271) is located at the first opening position and the integrated bypass switch valve (272) is located at the second closing position, When the integrated pressure reducing valve group (27) is in the second working state, the integrated bypass switch valve (272) is in the second open position, and the integrated pressure switch valve (271) is in the first closed position, When the integrated pressure reducing valve group (27) is in the third working state, the integrated pressure switch valve (271) is in the first closed position, and the integrated bypass switch valve (272) is in the second closed position.

3. The LNG supply system according to claim 2, characterized in that The first pipeline is sequentially provided with an outlet liquid check valve (3), an outlet liquid switch valve (4), an outlet liquid overflow valve (5), a vaporizer (6), a buffer tank (7), a buffer tank pressure gauge (8), an LNG fine filter (9), and an engine pressure reducing and stabilizing valve (25). The second end of the second pipeline is in communication with a position of the first pipeline between the outlet liquid check valve (3) and the outlet liquid switch valve (4). When the integrated pressure reducing valve group (27) is in the first working state or the second working state, the outlet liquid switch valve (4) is closed. When the integrated pressure reducing valve group (27) is in the third working state, the outlet liquid switch valve (4) can be selectively opened or closed.

4. A vehicle comprising an LNG supply system, characterized in that The LNG supply system is the LNG supply system according to any one of claims 1 to 3.

5. A control method of a vehicle for controlling the vehicle as claimed in claim 4, characterized by The method comprises the following steps: obtaining a vehicle working condition and a pressure state of an LNG cylinder, the vehicle working condition comprising a normal driving condition, a resting condition, a condition of about to rest, and a condition of about to add liquid, and the pressure state of the LNG cylinder comprising a first pressure state, a second pressure state, and a third pressure state, the LNG cylinder pressure in the first pressure state being less than the LNG cylinder pressure in the second pressure state, and the LNG cylinder pressure in the second pressure state being less than the LNG cylinder pressure in the third pressure state; in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying a preset condition, generating a target control strategy set, the target control strategy set being used at least for controlling an integrated pressure reducing valve group to be in a first working state, a second working state, or a third working state.

6. The method of claim 5, wherein, in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, generating the target control strategy set comprises: in response to the vehicle working condition being the condition of about to rest and the pressure state of the LNG cylinder being the second pressure state, generating a first target control strategy in the target control strategy set, the first target control strategy being used for controlling the integrated pressure reducing valve group to be in the second working state; in response to the vehicle working condition being the condition of about to rest and the pressure state of the LNG cylinder being the third pressure state, generating a second target control strategy in the target control strategy set, the second target control strategy being used for controlling the integrated pressure reducing valve group to be in the second working state.

7. The method of claim 5, wherein, in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, generating the target control strategy set comprises: In response to the vehicle working condition being the liquid-adding condition and the pressure state of the LNG cylinder being the second pressure state, a third target control strategy in the target control strategy set is generated, and the third target control strategy is used to control the integrated pressure-reducing valve group to be in the second working state. In response to the vehicle working condition being the liquid-adding condition and the pressure state of the LNG cylinder being the third pressure state, a fourth target control strategy in the target control strategy set is generated, and the fourth target control strategy is used to control the integrated pressure-reducing valve group to be in the second working state.

8. The method of claim 6 or 7, wherein, In response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, the target control strategy set is generated, including: In response to the vehicle working condition being the normal driving condition and the pressure state of the LNG cylinder being the third pressure state, a fifth target control strategy in the target control strategy set is generated, and the fifth target control strategy is used to control the integrated pressure-reducing valve group to be in the first working state. In response to the vehicle working condition being the normal driving condition and the pressure state of the LNG cylinder being the first pressure state, a sixth target control strategy in the target control strategy set is generated, and the sixth target control strategy is used to control the integrated pressure-reducing valve group to be in the third working state. In response to the vehicle working condition being the normal driving condition and the pressure state of the LNG cylinder being the second pressure state, a seventh target control strategy in the target control strategy set is generated, and the seventh target control strategy is used to control the integrated pressure-reducing valve group to be in the third working state.

9. The method of claim 8, wherein, In response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, the target control strategy set is generated, including: In response to the vehicle working condition being the rest condition and the pressure state of the LNG cylinder being the second pressure state, an eighth target control strategy in the target control strategy set is generated, and the eighth target control strategy is used to control the integrated pressure-reducing valve group to be in the third working state.

10. The method of claim 9, wherein, After the target control strategy set is generated in response to the vehicle working condition and the pressure state of the LNG cylinder satisfying the preset condition, the method further includes: In response to the integrated pressure-reducing valve group being in the second working state, a current pressure state of the LNG cylinder is acquired. In response to the current pressure state of the LNG cylinder being the first pressure state, the integrated pressure-reducing valve group is controlled to be in the third working state.

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